Gas motor



Nov. 29, 1927.

1,650,812 F. J. WINGLER GAS MOTOR 1 5 Filegct. 26, 1925 2 Sheets-Sheet l ffl,

Nov. 429, 1927.

1,650,812 F. J. WINGLER GAS MOTOR Filed Oct. 26, 1925 2 Sheets-Sheet 2 35 l INVENTOR. l C. 6 Fen/va J W//vLi/a Patented Nov. 29, 1927.

i iran STATES FRANK J. WINGLER, or n nrnoir, Mionrann.

eas Moron.

Application led October 26, 1925. Serial` No. 64931.

My invention relates to a new and useful improvement in a gasmotor and has for its object the provision of a gasmotor, soconstructed and arranged as to permit thevuse of a minimum number of cylinders With a maximum number of impulses delivered t the drive shaft. y y

Another object of the invention is the provision of a gas motor having a drive shaft provided with an enlarged gear, adapted for being driven with piston operated sha-ft, for effecting a rotation of `the drive shaft of the motor. 4

Another object of the invention the pr0- vision ofa gas motor having` aJpliiralityo-f stationary cylinders, each adapted for rotat- :ing a shaft upon `which is mounted "a gear for effecting rotation of a. meshing gear, which is fixedly mounted upon the drive shaft of the engine.

Another object of the invention is ythe provision of a gas motor'ivhich may be Well balanced and substantially free from vibration. y y i y .Another object of the invention is the provision of a gas motor which Willbe compact, durable and consistingof a minimum number of parts, allaccessible, and easy toV regulate and repair.

Another object of the invention is the provision of a gas motor which will use a mini mum amount of oil and gas.

Other objects ivill appear hereinafter.

The invention consists inthe combination andarrangement of partswhereinafter dyescribed and claimed. y

The invention will be best understood from a reference to the accompanying;` draivings, which form a part of this specification and in which, l

Fig'. 1 is a side elevational view of the invention, taken on substantially line 11 of Fig'. 5, y

Fia'. 2 is a side,elevational view, illustratingr the cylinders used in the'invention,

Fig. 3 is a fragmentary sectional view, taken on substantially7 line 3-3 of Fig. 2,

Fig. 4 is a fragmentary sectional view, taken on substantially line /l-l of Fig. 2,

Fig. 5 is a sectional vieiv, taken on substantially line 5*-5 of Fig. 1, Fig. 6 is a vie-iv taken on substantially line 6-6 of Fig. 2. y

As shown in the drawings, a pair of cylinders 9 and 10 are illustrated, although. from the description, it ivill' appear evident that any" number of cylinders may be used,

the preferable number being shown. Eaeh of these cylinders is constructed similarly and a detail-ed description of one Will sufiice for both. As shown in Fig. 5, there isfiXecL ly mounted upon the drive shaftllof the engine a fiy vvheel 12, having 2in-enlarged rim 13 to provide the vnecessary Weight for the proper momentum. This drive shaft is journalled in `bearings 14 and 15,`\vhi chare mounted in a housing 16, the forward Wall thereof being olset,to provide the recess 17..

v FiXedly mounted, by means of screws 18,*or`

iii-any other desired manner, is a Wheel 19 having teeth 20 formed `on its periphery. The teeth 2,0.aread`aptedformeshing vvith a gear y21 mounted on the shaft 22, ivhichis journalledrin bearings 123 mount-ed in the housing 16. As clearly appears Vin thedraivings, this"v` shaft 2,2 is providedvvith a. 'plukrality of Scams 24, eachadapted fori actuatinga tappet positioned in the cylinders V9 and 10. As sh0Wn,`each ofthese cylinders 9 and 10 is provided with a pair oftappet `actuating rods and '36, the tappet- 35 serving to actuate the intake valve `and the rod 36 serving to actuatey the exhaust valve. Each of th-e cylindersis provided with a passage 27, which serves to conduct ivater `around the `cvlinderfor cooling' purposes.y

this structure being Well lrnovvn. YAt vthe upperend of each `of'thecylinders, an opening 27 is provi'dedinivhich 1s pressed a. sleeve 428 having'an opening 29 formed'therein.

adapted to register with an openingformcd y in the cylinder,` which is in rcommunication Withthe source of fuel supply. Positioned in the opening 27 is a plate 30, Which is secured 4in operative position in close engagement with a-y gasket on `the sleeve 28. by means of a nut 32. i n J lProjectingupwardly from `the cylinder 9, at the opening 27is' a sleeve 33, which vis angularlyturned at upper end, as shown in 3`t-o provide aspaceforthe reception ofthe cup-shaped member 311. `Threaded intothe cup-shaped ineinber34 isi-1an actuating` rod 35 having a hexagonal head 36 engaging' with the ycam 24. l The. cup 34 is adapte'dto engage the valvestem 37, .which projects upwardly from the valve 3S. A suitable spring 39 is mounted on the valve stem for the purpose of retaining it normally in closed position. The structure of the exhaust valve is'similar to the intake valve and for the purpose of description,

no' y ports andthe exhaust ports on the pair of cylinders is offset, the cams being staggered,

` so as toeffect the proper operation of the cylinders. The structure is such that the valves, which are regularly Vacting valves, open and close in one cycle, one piston moving on its power stroke, while the other is moving onits intake stroke.

In operation, a suitable ignition system will be used, but inasmuch as this ignition system forms no part of the present inven tion and may be of a type which is well known, a detailed descriptiony of the same is not supplied.

When the device is attached to a drive shaft 1l inthe manner indicated, a cranking of the engine will cause the wheel 19 to rotate, thus effecting a rotation of the gears 2l and 44. *This'rotation of the gears 2l and 44y will effect the desired operation of the intake and exhaust valves of the engine and the timing device will supply the necessary ignition. Itis believed evident, from the description given, that each cylinder may deliver a numb'erof explosions for each revolution of the driv'e shaft l1. The number of explosions Adelivered by each cylinder' during each revolution of the drive shaft 11 will be determined by the size of the gears 44 and the size of the lwheel 19,? the ratio existing between the number of teeth on the gears 44 and 21l and the teeth 20 being a factor determining the rapidity of operation of the cylinders.l v

It is'believed evident that a large range of adjusting is possible with a 'motor' of this class and that, on account ofthe maximum number of explosions for a single `rotation of the drive shaft,more power w1ll be -de- VVV'and'a'ii'ecting the leverage of the engine.

livevred than with the ordinary' engine. An increase in force iS also obtainedbythe use of this engine, 'inasmuch as 'the rotating thrust is deliveredto ythe drive shaft of the engine ona long radius, the distance' from the drive shaft of the engine to the peripheryy of the wheel 19 determining thiszradius On account of the rapidity with which the explosions may-take place in a minimuiu number of cylinders, the vibration will be considerably reduced over the engines now in use.

While Ihaveillustrated and described the preferred form of structure, I do not wish to limit myself to the precise form of structure shown, lbut desire to avail myself of such variations and modifications as come within the scope of the appended4 claims.

Having thus described my invention, what I claim as true and desire to secure by Letters Patent is:

l. A motor of the class described, comprising a drive shaft; a gear wheel mounted on said drive shaft and rotatable therewith; a plurality of internal combustion cylinders; a plurality of gears meshing with said gear wheel and rotatable upon operation of said internal combustion cylinders; and an additional 'gear meshing with said first mentioned gear wheel for controlling the periods of operation of said internal com Justion cylinders. 4

2. A motor of the class described, comprising a drive shaft; a ly wheel mounted thereon; a ring gear mounted on the fly wheel at or near its periphery; a plurality of internal combustion cylinders; a crank shaft for each of said cylinders,.operable thereby; a gear mounted fixedly on each of said crank shafts and meshing with said first inentioned gear for effecting a rotation of said drive shaft upon the rotation of said crank Shafts; an intake valve for controllingr the flow of fluid yto each of said cylinders; an exhaust valve for controlling the exhaust from each of said cylinders; a cam shaft for operating said valves; and a gear fixedlv mounted on said cam shaft meshing with said first mentioned gear and rotatable upon the rotation of said drive shaft.

3*. A motor kof the class described comprising a drive shaft; a gear wheel mounted on said drive shaft and rotatable therewith; a plurality of internal combustion cylinders; a plurality of gears meshing with said gear wheel and rotatable upon operation of said internal combustion cylinder; control valves for cach of said cylinders for controlling the intake and exhaust thereof; an additional gear meshing with said lirstmentioned gear; and means operable upon the rotation of said additional gear for operating at periodic times. said exhaust and control valves.

ln testimony whereof, I have signed the mecum FRANK J. wINeLER,`

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